JP3969237B2 - Lock control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a lock control device, and in particular, includes a transmission ratio lock mechanism that fixes a transmission ratio between a steering angle of a steering wheel and a turning angle of a steered wheel that can be varied by a transmission ratio variable mechanism at a predetermined ratio. The present invention relates to a lock control device.
[0002]
[Prior art]
Conventionally, as disclosed in, for example, Japanese Patent Application Laid-Open No. 2000-344121, a steering system having a transmission ratio variable mechanism that makes a transmission ratio between a steering angle of a steering wheel and a turning angle of a steered wheel variable is known. . The transmission ratio variable mechanism sets a transmission ratio according to the traveling state of the vehicle such as the vehicle speed. Specifically, when the vehicle speed is low, the transmission ratio is set to be high so that the steered wheels can be easily steered with respect to the steering wheel. On the other hand, when the vehicle speed is large, the steered wheels are steered with respect to the steering wheel. The transmission ratio is set low so that it is difficult to steer. Then, the transmission ratio variable mechanism drives an actuator such as a motor so that the set transmission ratio is realized. Therefore, according to the conventional steering system described above, the transmission ratio between the steering angle of the steering wheel and the turning angle of the steered wheels is made variable so that the driver can appropriately adapt the steering operation to the traveling state of the vehicle. It is possible to make it happen.
[0003]
[Problems to be solved by the invention]
By the way, when the ignition switch of the vehicle is turned off or when a failure occurs in the transmission ratio variable mechanism, the actuator of the transmission ratio variable mechanism may not be driven properly. It is not appropriate to make the above-mentioned transmission ratio variable in order to ensure adequately. Therefore, it is conceivable to provide a lock mechanism for fixing the input shaft connected to the steering wheel and the output shaft connected to the steered wheel to each other so that the transmission ratio described above is fixed at the time of ignition off or failure. According to such a lock mechanism, since the steering angle of the steering wheel and the turning angle of the steered wheels are uniquely fixed, even if a failure or the like occurs, the function of the steering system can be appropriately ensured. .
[0004]
However, inconvenience arises when the input shaft and the output shaft are fixed to each other by the operation of the lock mechanism whenever the ignition switch of the vehicle is turned off or a failure occurs. Specifically, when the input shaft and the output shaft are fixed to each other, the steering handle and the steered wheels are linked to each other, so that the neutral position of the steering handle is adjusted during assembly and repair, and the area around the input shaft It becomes difficult to adjust the amount of rotation of the spiral cable wound around the steering handle.
[0005]
The present invention has been made in view of the above-described points, and an object of the present invention is to provide a lock control device capable of easily and appropriately adjusting a neutral position of a steering system having a transmission ratio variable mechanism.
[0006]
[Means for Solving the Problems]
The above-described object is, as described in claim 1, a transmission ratio variable mechanism that varies the input / output transmission ratio between the steering wheel and the steered wheels,
When ignition is off or when the transmission ratio variable mechanism fails A transmission ratio lock mechanism for fixing the input / output transmission ratio by the transmission ratio variable mechanism to a predetermined ratio;
When ignition is off or when the transmission ratio variable mechanism fails Also in , Requesting the fixed release of the input / output transmission ratio by the transmission ratio lock mechanism Predetermined Diag When a cancellation command is issued The The input / output transmission ratio is fixed by the transmission ratio lock mechanism. Forcibly Lock control means for releasing,
This is achieved by a lock control device comprising:
[0007]
In the present invention, the transmission ratio lock mechanism is When the ignition is off or the transmission ratio variable mechanism fails The input / output transmission ratio between the steering wheel and the steered wheels by the transmission ratio variable mechanism is fixed to a predetermined ratio. The input / output transmission ratio is fixed by the transmission ratio lock mechanism as described above. time Also in Request to release the fixed transmission / output ratio by the transmission ratio lock mechanism Predetermined Diag When a cancellation command is issued Forcibly Canceled. If the fixing of the input / output transmission ratio is released, the steering handle and the steered wheels can be separated and rotated. Therefore, according to the present invention, even when the transmission ratio lock mechanism operates, the predetermined ratio Diag By issuing the release command, the neutral position of the steering system can be easily and appropriately adjusted thereafter.
[0008]
In this case, as described in claim 2, in the lock control device according to claim 1, the lock control means includes: Even when the ignition is off or the transmission ratio variable mechanism fails, Under conditions where the vehicle is stopped When the predetermined diagnosis cancellation command is issued, The input / output transmission ratio is fixed by the transmission ratio lock mechanism. Forcibly If you want to cancel, accidentally while driving Diag Even when a release command is issued, it is possible to prevent a situation where the fixed input / output transmission ratio is released.
[0009]
According to a third aspect of the present invention, in the lock control device according to the first or second aspect, the lock control means is also configured to release the fixation of the input / output transmission ratio by the transmission ratio lock mechanism. In , Requesting the transmission ratio lock mechanism to resume fixing the input / output transmission ratio Predetermined Diag When a release / release command is issued In The The transmission ratio lock mechanism The input / output transmission ratio may be fixed.
[0010]
According to a fourth aspect of the present invention, in the lock control device according to the first or second aspect, the lock control means is also configured to release the fixation of the input / output transmission ratio by the transmission ratio lock mechanism. In When the vehicle is in a running state The The transmission ratio lock mechanism The input / output transmission ratio may be fixed.
[0011]
Furthermore, as described in claim 5, in the lock control device according to any one of claims 1 to 4, the transmission ratio lock mechanism includes an input shaft coupled to the steering handle and an output coupled to the steered wheels. The input / output transmission ratio may be fixed by fixing the shafts to each other.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
FIG. 1 is a configuration diagram of a steering system 10 including a lock control device according to an embodiment of the present invention. The steering system 10 of the present embodiment includes a steering handle 12 that can be operated by a vehicle driver. The steering handle 12 is attached to one end of the input shaft 14. The input shaft 14 rotates as the steering handle 12 rotates. A spiral cable 16 is wound around the input shaft 14. The spiral cable 16 includes an electrical component such as a reduction gear (motor) and a lock mechanism, which will be described later, an electrical component such as an air bag and an operation input switch arranged on the steering handle 12, a control unit and a power source installed and mounted on the vehicle body side. Are electrically connected to each other via a wire harness. The spiral cable 16 is configured to be rotatable by, for example, 2.5 rotations from the neutral position of the steering handle 12 to the left and right.
[0013]
An output shaft 20 is connected to the input shaft 14. A tie rod 24 is connected to the output shaft 20 via a steering gear box 22. The steering gear box 22 has a function of converting the rotational movement of the output shaft 20 into the straight movement of the tie rod 24 in the vehicle width direction. Steered wheels 26 and 28 are connected to both ends of the tie rod 24 via knuckle arms, respectively. The steered wheels 26 and 28 are steered when the tie rod 24 is displaced in the vehicle width direction as the output shaft 20 rotates.
[0014]
A reduction gear 30 is interposed between the input shaft 14 and the output shaft 20. The reducer 30 includes a gear mechanism that connects the input shaft 14 and the output shaft 20 and a motor that drives the gear mechanism. The input shaft 14, the speed reducer 30, and the output shaft 20 constitute a planetary gear mechanism. For example, the input shaft 14 is a sun gear, the speed reducer 30 is a ring gear, and the output shaft 20 is a pinion gear via a carrier. Are connected to each other. The speed reducer 30 is a ratio of the rotation angle of the output shaft 20 to the rotation angle of the input shaft 14, that is, the ratio between the steering angle of the steering handle 12 and the turning angles of the steered wheels 26 and 28 (hereinafter referred to as the input / output transmission ratio). It has a function to change the The motor of the speed reducer 30 operates to realize an input / output transmission ratio according to the command.
[0015]
The steering system 10 of this embodiment includes an electronic control unit (hereinafter referred to as ECU) 32. A vehicle speed sensor 34 is connected to the ECU 32. The vehicle speed sensor 34 generates a pulse signal at a cycle corresponding to the speed of the vehicle. An output signal of the vehicle speed sensor 34 is supplied to the ECU 32. The ECU 32 detects the vehicle speed SPD based on the output signal of the vehicle speed sensor 34. The ECU 32 is also connected to the motor of the speed reducer 30 described above. Specifically, the ECU 32 realizes an input / output transmission ratio corresponding to the detected vehicle speed SPD. Specifically, the transmission ratio increases as the vehicle speed SPD decreases, and the transmission ratio decreases as the vehicle speed SPD increases. A command signal is supplied to the motor of the reduction gear 30 so that
[0016]
The steering system 10 also has a lock mechanism 40 disposed on the speed reducer 30. The lock mechanism 40 has a role of mechanically prohibiting relative rotation of the input shaft 14 and the reduction gear 30 by directly connecting the input shaft 14 and the speed reducer 30 by inserting a pin through the input shaft 14, for example. That is, the lock mechanism 40 fixes the input / output transmission ratio between the input shaft 14 and the output shaft 20 to a predetermined ratio, for example, a ratio such that the output shaft 20 rotates once when the input shaft 14 rotates once, It has a function of mechanically fixing the input shaft 14 and the output shaft 20 to each other.
[0017]
The lock mechanism 40 is connected to the ECU 32 via the spiral cable 16 wound around the input shaft 14. An unlock switch 42 is also connected to the ECU 32. The lock release switch 42 is a relay switch that issues a request for releasing or restarting the fixing of the input / output transmission ratio by, for example, performing a diagnosis start by short-circuiting predetermined terminals or operating a predetermined switch. . In response to a request signal from the lock release switch 42, the ECU 32 instructs the lock mechanism 40 to release or restart the fixing of the input / output transmission ratio.
[0018]
Next, the operation of the steering apparatus 10 of the present embodiment will be described with reference to FIGS.
[0019]
FIG. 2 is a diagram for explaining the operation of the lock control device of this embodiment. 1 shows a state where the input shaft 14 and the speed reducer 30 are directly connected by the lock mechanism 40, and FIG. 2 shows a state where the direct connection between the input shaft 14 and the speed reducer 30 by the lock mechanism 40 is released. Respectively.
[0020]
In this embodiment, normally, when the ignition switch of the vehicle is turned on and the vehicle power such as the engine is in a driving state, the lock mechanism 40 of the steering system 10 is deactivated thereafter, and the input shaft 14 and the speed reducer 30 are The input / output transmission ratio between the input shaft 14 and the output shaft 20 can be made variable by the speed reducer 30. At this time, the input / output transmission ratio is set to be higher so that the steered wheels 26 and 28 are more easily steered with respect to the steering of the steering handle 12 as the vehicle speed SPD is smaller. The steered wheels 26 and 28 are set low with respect to steering so that it is difficult to steer.
[0021]
In such a configuration, when the vehicle speed SPD is relatively small, the steered wheels 26 and 28 are steered greatly even if the steering angle of the steering handle 12 is small. For this reason, the burden of the steering operation performed by the driver at the time of turning, turning right, turning left, etc. is reduced. On the other hand, when the vehicle speed SPD is relatively high, even if the steering angle of the steering handle 12 is large, only a small amount of the turning angle of the steered wheels 26 and 28 is steered. This prevents the vehicle from easily deviating from the traveling lane due to an erroneous operation of the steering handle 12 when traveling at a high speed, for example. Therefore, according to the steering system 10 of the present embodiment, it is possible to cause the driver to perform a steering operation adapted to the traveling state when the vehicle is traveling.
[0022]
In this embodiment, when the ignition switch of the vehicle is turned off and the vehicle power is in an inoperative state, or when a failure such as inability to drive the motor occurs in the speed reducer 30 or the like, the lock mechanism of the steering system 10 is subsequently referred to. 40 is put into an operating state, the input shaft 14 and the speed reducer 30 are directly connected, and the input / output transmission ratio is fixed to a predetermined ratio. For this reason, according to the steering system 10 of the present embodiment, it is possible to appropriately ensure the function of turning the steered wheels 26 and 28 as the steering handle 12 is steered even when the ignition is off or the speed reducer 30 fails. Is possible.
[0023]
By the way, when the input shaft 14 and the speed reducer 30 are directly connected by the operation of the lock mechanism 40 whenever the ignition switch of the vehicle is turned off, a disadvantage occurs. Specifically, when the input shaft 14 and the speed reducer 30 are directly connected, the input / output transmission ratio between the input shaft 14 and the output shaft 20 is fixed to a predetermined ratio, and the rotation is performed as the steering handle 12 is steered. Since the steered wheels 26 and 28 are steered in conjunction with each other, it is difficult to adjust the neutral position of the steering handle 12 when assembling or repairing at a vehicle factory or repair shop, and the amount of rotation of the spiral cable 16 relative to the steering handle 12 is reduced. Adjustment becomes difficult.
[0024]
Therefore, in order to solve the above-described inconvenience, the steering system 10 of the present embodiment performs a predetermined operation in a state where the input shaft 14 and the speed reducer 30 are directly connected by the operation of the lock mechanism 40. Therefore, the lock mechanism 40 is forcibly deactivated and the direct connection state is released. Hereinafter, the characteristic part of a present Example is demonstrated.
[0025]
In this embodiment, the steering system 10 releases a lock request for releasing or restarting a fixed input / output transmission ratio by activating a diagnosis by short-circuiting predetermined terminals or operating a predetermined switch. A switch 42 is provided. When a request for releasing the fixed input / output transmission ratio is made by operating the lock release switch 42 while the lock mechanism 40 is operating, the ECU 32 makes the input shaft 14, the reducer 30, The command to release the direct connection and release the fixed input / output transmission ratio is issued.
[0026]
In such a configuration, even when the vehicle power such as the engine is in a non-driven state or a failure occurs due to the ignition switch being turned off or the like, that is, even when the lock mechanism 40 is operating, a predetermined diagnosis command is issued. As a result, the lock mechanism 40 is deactivated, and the direct connection between the input shaft 14 and the speed reducer 30 is released. In this case, since the relative rotation between the input shaft 14 and the speed reducer 30 is allowed, the input shaft 14 and the output shaft 20 are free from each other unless a rotation command is issued to the motor of the speed reducer 30. Even if the steering handle 12 is steered, the steered wheels 26 and 28 are not steered in conjunction with each other. Accordingly, even when the lock mechanism 40 is normally operated, the neutral position of the steering handle 12 and the rotation amount of the spiral cable 16 can be easily adjusted by performing the predetermined operation. It becomes.
[0027]
As described above, when the ignition mechanism is off and the lock mechanism 40 is deactivated and the neutral position of the steering handle 12 is adjusted, the neutral position and the neutral position of the motor of the speed reducer 30 are initialized. The reacquisition is performed. For this reason, it is possible to avoid using the neutral position before the lock mechanism 40 is deactivated after the adjustment of the neutral position of the steering handle 12 as a reference for the steering handle 12 or the rotation angle of the motor. It becomes possible.
[0028]
In addition, when the lock mechanism 40 is inactive and the ECU 32 requests the lock mechanism 40 to restart the input / output transmission ratio when the lock release switch 42 is operated, the ECU 32 A command is issued to directly connect the speed reducer 30 to resume fixing the input / output transmission ratio. According to this configuration, when the ignition is off, the lock mechanism 40 is deactivated, and after the neutral position of the steering handle 12 is adjusted, the input shaft 14 and the speed reducer 30 are directly connected again, and the input / output transmission ratio is predetermined. Therefore, it is possible to ensure the function of turning the steered wheels 26 and 28 as the steering handle 12 is steered.
[0029]
FIG. 3 shows a flowchart of an example of a control routine executed by the ECU 32 in this embodiment in order to realize the above function. The routine shown in FIG. 3 is a routine that is repeatedly started each time the process is completed. When the routine shown in FIG. 3 is started, first, the process of step 100 is executed.
[0030]
In step 100, it is determined whether or not a request for releasing the lock of the input / output transmission ratio by the lock mechanism 40 has been made by the diagnosis activation by the lock release switch 42. The processing in step 100 is repeatedly executed until a request for releasing the fixed input / output transmission ratio is made. As a result, if it is determined that the fixation release request has been made, the process of step 102 is executed next.
[0031]
In step 102, it is determined whether or not the vehicle speed SPD detected based on the output signal of the vehicle speed sensor 34 is substantially “0” at which it can be determined that the vehicle is stopped. As a result, when a negative determination is made and it cannot be determined that the vehicle is stopped, the processing after step 100 is executed again. On the other hand, if an affirmative determination is made and it can be determined that the vehicle is stopped, the process of step 104 is then executed.
[0032]
In step 104, processing for supplying a command for releasing the direct connection between the input shaft 14 and the speed reducer 30 and releasing the fixed input / output transmission ratio to the lock mechanism 40 is executed. When the processing of this step 104 is executed, the direct connection between the input shaft 14 and the speed reducer 30 by the lock mechanism 40 is released, and the relative rotation between the two is allowed, and the input shaft 14 and the output shaft 20 Are disconnected and become free from each other, and a warning lamp is lit to notify the outside that the lock mechanism 40 has been deactivated by a diagnosis command.
[0033]
In step 106, after the processing in step 104 is executed, whether or not a condition for resuming the fixing of the input / output transmission ratio by the lock mechanism 40 is satisfied, specifically, (1) the lock release switch 42 Whether or not a request to fix the input / output transmission ratio by the lock mechanism 40 has been made by a diagnosis command by operation, or (2) whether or not the vehicle speed SPD based on the vehicle speed sensor 34 is a predetermined vehicle speed (for example, 5 km / h) or more, (3) It is determined whether or not the vehicle power of the engine or the like has shifted from the non-driving state to the driving state. The process of step 106 is repeatedly executed until it is determined that any one of the above conditions (1) to (3) is satisfied. As a result, if an affirmative determination is made, the process of step 108 is executed next.
[0034]
In step 108, a process of supplying a command for restarting the fixing of the input / output transmission ratio by directly connecting the input shaft 14 and the speed reducer 30 to the lock mechanism 40 is executed. After the processing of step 108 is executed, the input shaft 14 and the output shaft 20 are fixed to each other by directly connecting the input shaft 14 and the speed reducer 30 by the lock mechanism 40, and the input / output transmission ratio is increased. It will be fixed to a predetermined ratio. When the processing of step 108 is completed, the current routine is terminated.
[0035]
According to the routine shown in FIG. 3, when the lock release switch 42 is operated to release the fixed input / output transmission ratio, the lock mechanism 40 is deactivated and the input shaft 14 and the reduction gear 30 are directly connected. It can be canceled. For this reason, the input shaft 14 and the output shaft 20 can be separated and free from each other by performing a predetermined operation even in a situation where the lock mechanism 40 is operating due to ignition off or the like. Steering in conjunction with the steered wheels 26 and 28 accompanying steering can be avoided.
[0036]
In this case, adjustment of the neutral position of the steering handle 12 and adjustment of the amount of rotation of the spiral cable 16 with respect to the steering handle 12 are realized by manually rotating the steering handle 12 and the input shaft 14. Therefore, according to the steering system 10 of this embodiment, the neutral position of the steering handle 12 and the rotation amount of the spiral cable 16 with respect to the steering handle 12 are adjusted by removing the steering handle 12, the motor, the electrical wiring, and the like. It can be realized without any increase in the number of man-hours and can be carried out easily and appropriately.
[0037]
In the configuration of the present embodiment, when the lock mechanism 40 is deactivated by a request for releasing the input / output transmission ratio by operating the lock release switch 42, the vehicle speed SPD is substantially “0” and the vehicle is stopped. It is necessary to do. For this reason, in this embodiment, the lock mechanism 40 is not deactivated even when the lock release switch 42 is operated while the vehicle is traveling, and the input / output transmission ratio is fixed due to an erroneous operation of the lock release switch 42 during travel. It is possible to prevent the situation that is released.
[0038]
Further, according to the routine shown in FIG. 3, after the unlocking request of the input / output transmission ratio is requested by operating the unlocking switch 42 and the direct connection between the input shaft 14 and the speed reducer 30 is released, the unlocking switch When the input / output transmission ratio fixing restart request is made by the operation of 42, the lock mechanism 40 is again activated, and the direct connection between the input shaft 14 and the speed reducer 30 can be restarted. Therefore, in this embodiment, if the input / output transmission ratio fixing restart request is made by a predetermined operation after the adjustment of the neutral position of the steering handle 12 and the rotation amount of the spiral cable 16 is completed, the input shaft 14 is again returned. And the speed reducer 30 can be directly connected, and the input / output transmission ratio can be fixed to a predetermined ratio. Therefore, according to the steering system 10 of the present embodiment, after the adjustment of the neutral position of the steering handle 12 and the rotation amount of the spiral cable 16 is completed, the steered wheels 26 and 28 are normally accompanied by the steering of the steering handle 12. It is possible to ensure the function of turning the vehicle.
[0039]
In the present embodiment, the lock release switch 42 is operated to request the fixed release of the input / output transmission ratio. After the direct connection between the input shaft 14 and the speed reducer 30 is released, the vehicle speed SPD becomes equal to or higher than the predetermined vehicle speed. In the case where the vehicle power is shifted to the driving state due to ignition on or the like, the lock mechanism 40 is activated, and the direct connection between the input shaft 14 and the speed reducer 30 is resumed. If the input shaft 14 and the speed reducer 30 are directly connected, it is possible to avoid a situation where the output shaft 20 does not rotate when the input shaft 14 is rotated, and the steered wheels 26 are surely attached as the steering handle 12 is steered. , 28 are steered.
[0040]
Therefore, according to the present embodiment, after the lock of the input / output transmission ratio is released by operating the lock release switch 42, before the adjustment of the neutral position of the steering handle 12 and the rotation amount of the spiral cable 16 is completed, the vehicle Even when the vehicle is in a traveling state, the steering during the traveling can be reliably ensured. That is, when the vehicle travels after a request for releasing the input / output transmission ratio is fixed, even if adjustment of the neutral position of the steering handle 12 and the rotation amount of the spiral cable 16 has not been completed, Steering can be ensured. For this reason, according to the steering system 10 of the present embodiment, the steered wheels 26 and 28 are not steered as the steering handle 12 is steered after the lock of the input / output transmission ratio is released by operating the lock release switch 42. It is possible to prevent the vehicle from traveling in the state.
[0041]
Further, when the vehicle power is shifted to the driving state, the power steering mechanism of the steering system 10 is activated. Therefore, if the lock mechanism 40 is not operated and the direct connection between the input shaft 14 and the speed reducer 30 is continued under a situation where the vehicle power is in a driving state, the steering handle is not affected even if the lock is released. As a result, the steered wheels 26 and 28 are steered as the steering wheel 12 is steered. As a result, the neutral position of the steering handle 12 and the rotation amount of the spiral cable 16 are not appropriately adjusted.
[0042]
On the other hand, in the present embodiment, as described above, when the vehicle power is shifted to the drive state due to ignition on after the direct connection between the input shaft 14 and the speed reducer 30 is released, the lock mechanism 40 is activated. Thus, the direct connection between the input shaft 14 and the speed reducer 30 is resumed. Therefore, according to the steering system 10 of the present embodiment, the neutral position of the steering handle 12 and the rotation amount of the spiral cable 16 can be adjusted at an appropriate timing.
[0043]
In the above embodiment, the planetary gear mechanism constituted by the input shaft 14, the output shaft 20, and the speed reducer 30 is the "transmission ratio variable mechanism" described in the claims, and the lock mechanism 40 is the patent. The “lock ratio control mechanism” described in the above-mentioned range and the ECU 32 execute the processes of steps 104 to 108 shown in FIG. Is realized.
[0044]
By the way, in the above embodiment, the input shaft 14, the speed reducer 30, and the output shaft 20 are configured so that the input / output transmission ratio between the steering angle of the steering handle 12 and the steered angles of the steered wheels 26 and 28 is variable. The input shaft 14 is connected to the sun gear, the speed reducer 30 is connected to the ring gear, and the output shaft 20 is connected to the pinion gear via the carrier. The variable mechanism is not limited to this, and may be realized by another mechanism.
[0045]
In the above embodiment, the lock mechanism 40 is deactivated, and the current is supplied to the lock mechanism 40 or the voltage is applied to the lock mechanism 40 to release the fixed input / output transmission ratio. Also good. However, in the configuration in which a current is supplied to the lock mechanism 40, there is a risk of overheating due to the current flow after the lock mechanism 40 is deactivated. It is desirable to suppress as much as possible.
[0046]
【The invention's effect】
As described above, according to the first, third, and fourth aspects of the invention, the predetermined ratio can be obtained even in a situation where the transmission ratio lock mechanism operates. Diag When the release command is issued, the transmission ratio lock mechanism can be deactivated, and thereafter, the neutral position of the steering system can be adjusted easily and appropriately.
[0047]
According to the second aspect of the present invention, it is possible to prevent a situation where the fixing of the input / output transmission ratio is released even when a release command is mistakenly issued during traveling.
[Brief description of the drawings]
FIG. 1 is a configuration diagram of a steering system including a lock control device according to an embodiment of the present invention.
FIG. 2 is a diagram for explaining the operation of the lock control device according to the embodiment;
FIG. 3 is a flowchart of a control routine that is executed to execute / cancel the fixing of the input / output transmission ratio by the lock mechanism in the present embodiment.
[Explanation of symbols]
10 Steering system
12 Steering handle
14 Input shaft
16 Spiral cable
20 Output shaft
30 Reducer
32 Electronic control unit (ECU)
40 Locking mechanism

Claims (5)

A transmission ratio variable mechanism that makes the input / output transmission ratio between the steering wheel and the steered wheels variable;
A transmission ratio lock mechanism that fixes the input / output transmission ratio by the transmission ratio variable mechanism at a predetermined ratio at the time of ignition off or failure of the transmission ratio variable mechanism;
Even at the time of a failure ignition is OFF or when the transmission ratio variable mechanism, when a predetermined diagnosis release command for requesting cancellation of the input-output transmission ratio fixed by the transmission ratio lock mechanism is made, by said transmission ratio lock mechanism Lock control means for forcibly releasing the fixing of the input / output transmission ratio;
A lock control device comprising: Even when the ignition is turned off or the transmission ratio variable mechanism fails , the lock control means is configured to perform the input by the transmission ratio lock mechanism when the predetermined diagnosis release command is issued under the condition that the vehicle is stopped. 2. The lock control device according to claim 1, wherein the output transmission ratio is forcibly released. The lock control means also has a predetermined request for resuming the fixation of the input / output transmission ratio by the transmission ratio lock mechanism in a situation where the fixation of the input / output transmission ratio by the transmission ratio lock mechanism is released. when diagnosis releasing withdrawal instruction is made, the lock control device according to claim 1 or 2, wherein the fixing the input and output transmission ratio by the transmission ratio lock mechanism. The lock control means, and in a situation that release the said input-output transmission ratio by the transmission ratio lock mechanism, when a state in which the vehicle is traveling, the output by the transmission ratio lock mechanism The lock control device according to claim 1 or 2, wherein the transmission ratio is fixed.   The transmission ratio lock mechanism fixes the input / output transmission ratio by fixing an input shaft connected to the steering handle and an output shaft connected to the steered wheels to each other. The lock control device according to any one of claims.

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